Transmission-gear for propeller-shafts and the like.



I P. DAIMLER. TRANSMISSION GEAR FOR PROPELLER SHAFTS AND THEALIK'E.

APPLICATION FILED NOV. 12. 1908.

924,323. v V Patnted June 8, 1909.

4 SHEETS-SHEET 1.

, A H; 0am

P. DAIMLER. TRANSMISSION GEAR FOR PROPELLBR SHAFTS AND THE LIKE.

APPLICATION FILED NOV. 12, 190B.

Patented June 8, 1909.

4 SHEETSSHBET 2,

Wotnesses P. DAIMLER. I TRANSMISSION GEAR FOR PROPELLER SEAFTS ANDTHE LIKE.

APPLICATION FILED NOV. 12, 1908.

' Patented June 8, 1909.

4 SHEETS-SHEET 3 J12, 1/ e06 or "M'hz asses I a/yww Patented June 8, 1909.

4 8HEETS-SHEET 4.

l. I w 5o m- P. DAIMLER. v TRANSMISSION GEAR FOR PROPELLER SHAPTS AND THE LIKE,

APPLICATION FILED NOV. 12, 1908. 924,323..

3 w/// 1 V N' A Lil UNITED srA'i asgg rnnr OFFICE.

PAUL DAIMLER, or UNTERTnRKHEiM, NEAR STUTTGART, GERMANY, Assrcnon TO DAIMLER-MOTOREN-GESELLSCHAFT, or STUTTGART, GERMANY;

Specification of Letters Patent.

TRANSMISSION-GEAR FOR PBOiELLER-SHAFTS AND THE mrm.

Patented me 8', woe.

e neauon fiied November 12, was. BeriaLNo. $62,262.

This invention relates to the transmission gear employed in transmitting power from a motor to a shatt SllbJGClGd to an end pressure for instance a propeller shaft. The

power is transmitted tlrrotigh a friction clutch which 18 held in engagement during ordinary running by the end pressure on the propeller or like shaft. Such ,forms of trans mission gear are known in motor boats but they have the disadvantage that when the engine is started the sudden "end thrust on the propeller shaft caused by starting the shaft at approximately full speed isliable to give rise to shocks which may cause damage to the boat'and unpleasant vibration.

The object of the present invention is to provide a form of transmission gear for use in such propell shafts and the like and which shall enable a gradual increase of the speedof the propeller shaft and the end thrust of the propeller or the like isonly used for holding the friction clutch in engagement after the speed of the propeller shaft-has been gradually increased to the maximum.

The present construction includes the following elements: A friction clutch hold in engagement by axial pressure, a shaft driven through said clutch and subjected to an axial pressure, meansfor taking up said axial pressure on the driven shaft independently of the friction clutch and means tor rendering said axial pressure resisting means inoperative whereupon the axial pressure on the sh'aftlacts to hold the friction surfaces in engagement. The improved transmission gear 1s illustrated in two modifications 1n the accompanying drawings.

In these drawings-Figure 1 is a side clevation of the transmission gear, Fig. 2 is a plan partly n section of. the transmission gear shown lll'Flg'. 1., Fig. 3 1s a partial-view showing the parts in another position to that which is illustrated in Fig. l and Fig. 4 1s a sectional elevation of a modified form of transuussion gear suitable for small motor boats-t I w In carrying the invention into effect according to the form shown the enginc fiy wheel f is provided with internal cohical surfaces with which conical friction clutch mcnibcrs (Z and w engage. The friction clutch member (I is fixed to a shaft a while the friction clutch member w 1s fixed to one .of the wheels of a beveled wheel reversing gear contained in the casing b. The beveled wheel reversing gear 15 of the well known type for instance tha-tyillustratcd' in section in Fig. 4, and needs no further description. The beveled wheel to which the friction member 20 is fixed is of co irse capable of rotatlng freely on the shaft a. The shaft a is continued through the casing Z) of the rerel-sing gear and is adapted tobe moved axially by ineans of'a collar 1 engaging a forked lever The forkedslcver s is pivoted 'at 8 and is adapted to be moved by means .of a nut s wluchengagcs with a screwed spindle t. The screwed spindle a; is adapted to be rotated by any suitable gear.

Over the left hand end of the shaft (2 there engages a; hollow shaft 9 which is splined to the shaft a by means of a spline 9. Thus the shaft 9 and the shaft a are adapted to move relatively to one another but rotate together. The amount of the relative movementbetween the shaft a and It extending through the shaft 0 and projecting into grooves formed in the hollow shaft 9; On theright hand end of the shaft 9 there is arranged a collar is forming-a thrust hearing which is carried by a lever Z. The lever Z is pivoted at c to a fixed bracket. 0. At the upper end of the lever Z there is arranged a roller m adapted to engage a cam n' which is alsopivotcd on the bracket 0. The cam n is operated by a lover a in two ways. l irssof all the cam n may he moved clockwise in Fig. it against the action of a spring 0 by means of a rocl '11 which aotuates a lover a pivoted to the fixed bracket 0' and having a forked end which grips on 'a pin 0' on the lever 0. The rod u is provided with a slotted end which engages a pin u? on the lever 8. Again the cam n may be moved through the wire or the like 1; which is controlled frmn a'leve'r q. shaft 9' is connected through acoupling g .10 the propeller shaft g.

The hollow to the right inf Fig. 1 and thereby bring the u pulls the cam n downward so that said ca i'n acts as a stop for the roller m. The thrust blockis is then held in such a position that the hollow" shaft 9 is not, allowed to bear against the collar 9" on the shaft (1 or on the cotter it. that the end thrust of the propeller or the like is taken up by the thrust block carried by the lever Z. The degree of aXial pressure applied between the conical friction member (5 and the flywheel 7 may thus be adjusted so as to effect a gradual increasing of the speed of rotation of the shaft -a and the propeller shaft. When the desired velocity is reached the lever g is raised so that'the cam it takes up the dotted-position shown in Fig. 1, thereby liberating the roller m on the lever Z. iln this way the end thrust of the propeller'jls no longer taken up by the thrust block is and .the hollow shaft 9 slides axially until the right hand side of the thrust block is bears against the left hand side of the collar 1*. The end thrust of the propeller is thus transmitted to the shaft andd thereby directly to the friction meni- When reversing, the lever s is moved to the left in Fig. 1 past the position shown in Fi 3 e'. 6. past the position of rest, until the c ical friction clutch member '21) is brought into coiiperation with its corresponding friction surface. The drive then takes place through the friction clutch member to reversing gear shaft 6 shaft a to the propeller shaft 9 The end thrust in the propeller when reversing of course acts in the opposite direc tion 2'. e. to the left in Fig. 3 and this end thrust is transmitted from the hollow shatf y to the shaft a through the cotter h.

- With the device described when the friction members 0?, f Wear away so that the collar s has to make a motion to the right in Fig. 2 excess of that primarily necessary for engaging the frictional surfaces, it is necessary that the restraining means, the collar or thrust block is should also be allowed to move to the right in Fig. 2. The

reason of this, it will be see11,'is that the cot tor It necessarily followstlie motion of the shaft a and an excessive motion of the cot ter it can only be 1. ermittcd when the thrust block 70 moves to t e right. In order to allow this motion the lever .5 which effects the motion of the collarlr is articulated to the cam 11 by means of the rod u and moves this cam downward when a motion in excess of that primarily necessary is required to effect enga ement of the friction member d with the y wheel f. The cam 71 is, as can be seen from the drawing, so shaped that as it It will beiseen in this way.

. coupling a].

negate.

moves downward to the position shown in dotted lines in Fig. 1 it gradually frees the roller m. By freelng the roller m the lever Z may oscillate through a short distance and thereby the collar is is permitted to move to the right and allow the motion of the cot fer/1,.

'- According to the modification shown in Fig. 4 power is transmitted from the fly jwheel f to the propeller shaft through a ff'iction clutch d which is adapted to en gage either with the fiy wheel f or the fixed rim d i The lly wheel f is further cpupled to the right hand bevel wheel. of the reversing gear 6 by means of a coupling 1 which per-- mits of axial motion. The double conical friction clutch member (1 1s fixed to the casmg of the reversing gear b. During forward driving the reversing gear casing b and the double cone d are moved to the right in Fig. 4c and the whole thereby caused to rotate in one with the fly wheel f. The axial motion of the friction member (2 is obtained by means of a lever s engagin a collar 7* on the shaft a. The shaft 0. is coupled to the propeller shaft through a slidable A spiral spring 3/ is interposed between the shaft a. and the shaft 9", and a thrust bearing 2 for the end pressure during reversing is provided.

In this device it will be seen that the friction coupling cl may be brought gradually into engagement with the fly wheel f. During such engagement the transmission shaft is of course moved slightly relatively to the propeller shaft g and the initial thrust a little the coils of the spring ycome into contact with one another and thereby the spring 1 is rendered inoperative for the purpose of takin up the end thrust of the propeller and 1': 1e end thrust is transmitted directly to the shaft a and thereby to the friction member d.

It will. be seen that in the above construetions an important result is obtained by arranging a transmission shaft such as L-tor a. between the driving friction member f or f and the propeller shaft, the transmission shaft being arranged to move axially wvith the friction member d but relatively to the propeller or like shaft or g Fur ther it will be seen that in Fig. 1. the cam 1t as it is rotated clockwise permits motion of the roller m to the left. In this way when the coupling is worn so that a further motion of the lever s to the right is required, this further motion is permitted by the fact that the cam 11. allows the roller m to move to the left in Fig. 1 and thereby the hollow shaft g is permitted to follow the motion of the cotter 1'2). Thus no jamming can take place even after the coupling is worn.

I claim 1. l n comhinatiotna friction clutch adapted to be, hetd in engagement by axial pressure, .a shaft driven through said clutch andsubjeeted to an axial pressure, means for taking up said axial pressure on the driven shaft imlependently of the friction clutch, and means for rendering said axial pressure resisting means inoperative whereupon the axial pressure on the shaft acts to hold the friction rluteh in engagement.

2. in combination, a frit-tion clutch adapted to be. held in engagement by axial pressure, a shaft subjected to an axial pressure and driven through said-friction clutch, a transmission shaft between said clutch and driven shaft. said transmission shaft being axially movable with the friction clutch but relatively movable axially to the. driven shaft. and means for taking up the-axial thrust on :tl l driven shaft. at starting independently of the friction clutch.

I}. In combination. a friction clutch held in engagement by axial pressure, a transmission sna ft axially movable with said friction elnteh. a driven shaft axially movable relatively to said transmission shaft and geared to rotate therewith, a movable thrustfbloek adapted to take up end pressure of said ing said cam out of cooperation with said lever.

.3. ln coinbination, a driven friction clutch member, a transmission shaft axially movable, a friction clutch member fixed on said driven shaft and adapted to engage with said driven friction clutch member, a starting lever articulated to said transmission shaft and adapted to move said shaft axially, a hollow driven shaft splined to said transmission shaft and axially movable relatively thereto, a thrustlolock for said hollow shaft, a lever carrying said thrust block, a

cotter carried by saidtransinission shaft and engaging in a groove in said hollow shaft so as to permit a desired amount of relative axial motion between said shafts, a cam controlling the lever carrying said thrust block, means for operating said cam from the starting lever, and means for rendering said cam inoperative.

' (S. In combination, a friction clutch, an axially movabletransmission shaft, a driven shaft axially movable relatively to said transmission shaft but rotating therewith, means 011 said transmission shaft and en-i gaging said relatively movable driven shaft for limiting the relative axial motion between said shafts, means for axially moving said transmission shaft for. starting purposes, means for restraining the axial motion of said driven shaft, a member con,"- troliing said restrainingmeans, member being articulated to the startin ieans so tlnflt said membeflshall allow the 1e training means to follow the motion of th starting ateans'for the pnrpose set,forth.-/t'

I1. witness whereof ,1. have hereunto set my and in the presence ofItwo-witnesses.

,P UL- DAIMLER. l;Vitnessesz ALFRED 'vise'rsiin,

ROBERT UP-IJAN'D. 

